System and method for determining grade errors of a route

ABSTRACT

In one embodiment of the subject matter described herein, a system is provided that includes a vehicle that is operating in accordance with the operational settings of a trip plan. The operational settings dictate how the vehicle system is to travel at different locations along the route. A processor of the system may identify differences between the operational settings of the trip plan and the operational settings at which the vehicle actually travels. The processor may further identify whether the differences are caused by a grade error.

TECHNICAL FIELD

Embodiments of the subject matter described herein relate to a systemthat identifies errors in route grades and/or damaged routes.

BACKGROUND

Vehicle systems, such as automobiles, mining equipment, rail vehicles,over-the-road truck fleets, and the like, may operate according to apredetermined trip plan. The trip plan may designate speeds or powersettings of the vehicle system. Travel according to the trip plan canreduce fuel consumption and/or emission generation by the vehiclesystem.

The trip plan may be based on a variety of data, such as weight of thevehicle system, grades of the route, or other information. If some ofthis data is erroneous, however, the vehicle system may not travelefficiently (e.g., may consume more fuel and/or generate more emissionsthan the trip plan). For example, the trip plan may be based onincorrect grades of the route, where the actual grade is steeper or lesssteep than the grade on which the trip plan is based. By traveling atoperational settings of a trip plan that are based on incorrect grades,the vehicle system may produce more emissions, consume more fuel, have adelayed arrival to the end destination, travel at speeds that exceedspeed limits, and the like.

BRIEF DESCRIPTION

In one embodiment of the subject matter described herein, a system isprovided that includes a vehicle that is operating in accordance withthe operational settings of a trip plan. The operational settingsdictate how the vehicle system is to travel at different locations alongthe route. A processor of the system may identify differences betweenthe operational settings of the trip plan and the operational settingsat which the vehicle actually travels. The processor may furtheridentify whether the differences are caused by a grade error.

In one embodiment, a method (e.g., for examining a route) includesdetermining the designated operational settings for a vehicle to travelaccording to a trip plan. The trip plan dictates the designated powersettings and the designated speed settings of the vehicle at differentlocations along the route. The method includes identifying differencesbetween the operational settings of the trip plan and thevehicle-controlled operational settings at which the vehicle travels.The differences identify grade errors between the designated grade ofthe trip plan and the actual grade of the route that the vehicletravels.

In one embodiment, a system is provided that includes a vehicle that isoperating in accordance with the operational settings of a trip plan.The designated operational settings of the trip plan dictate how thevehicle system is to travel at different locations along a route. Aprocessor of the system may identify differences between the designatedoperational settings of the trip plan and the operational settings atwhich the vehicle actually travels. The processor may further determinea route health index based on the differences that is representative ofthe extent of damage to the route.

BRIEF DESCRIPTION OF THE DRAWINGS

The subject matter described herein may be understood from reading thefollowing description of non-limiting embodiments, with reference to theattached drawings, wherein:

FIG. 1 is a schematic illustration of a vehicle system according to oneexample of the inventive subject matter;

FIG. 2 is a schematic illustration of the designated operationalsettings according to one example of the inventive subject matterdescribed herein;

FIG. 3 is a schematic illustration of the identified operationalsettings differences according to one example of the inventive subjectmatter described herein;

FIG. 4 is another schematic illustration of the identified operationalsettings differences according to one example of the inventive subjectmatter described herein;

FIG. 5 is another schematic illustration of the identified operationalsettings differences according to one example of the inventive subjectmatter described herein;

FIG. 6 is another schematic illustration of the identified operationalsettings differences according to one example of the inventive subjectmatter described herein; and

FIG. 7 illustrates a flowchart of a method for identifying operationalsetting differences according to one example of the inventive subjectmatter described herein.

DETAILED DESCRIPTION

One of more embodiments of the inventive subject matter described hereinrelate to systems and methods that identify differences between vehicledesignated power settings of a trip plan and vehicle-controlled powersettings to determine differences between the designated grade of theroute and actual grades of the route. Optionally, the designated powersettings may be used to determine the health of the route. The systemsand methods compare the designated power settings and thevehicle-controlled powers settings to identify errors in grades alongthe route. The grade error locations can be used to determine whetherthe grade error is a positive grade error or a negative grade error, aswell as the amount of correction that should be applied to thedesignated power settings of the trip plan to cause a vehicle to movetoward a designated speed of the trip plan.

The systems and methods can be used to determine discrepancies betweenthe designated grades of the route of the trip plan and the actualgrades of the route. Based on the discrepancies that are determined, thesystems and methods can further schedule inspection of the route, modifythe trip plan during movement of the vehicle along the route, and canupdate the designated grades of the route based on one or moredifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings. The systems and methods describedherein can be used to improve trip efficiency. The systems and methodscan further be used to determine a route “health” factor to categorizethe state of the route.

FIG. 1 illustrates one example of a vehicle system 100 and acommunication system 104. The vehicle system 100 may be formed from asingle vehicle 102, or two or more vehicles traveling together along aroute. The vehicles may or may not be mechanically coupled with eachother. The vehicles may be propulsion-generating vehicles (e.g.,locomotives, automobiles, other freight or passenger rail vehicles, orrail-based ore carts or other mining equipment) and/ornon-propulsion-generating vehicles (e.g., rail cars, trailers, barges,mining baskets, etc). The illustrated vehicle system 100 represents arail vehicle system, such as a train. But, the vehicles may be otheroff-highway vehicles (e.g., electric mine haul trucks or heavyconstruction equipment), marine vessels, and/or other vehiclesgenerally. The vehicle system travels along a route 114, which canrepresent a track, road, waterway, or the like.

The communication system 104 may include several devices (also referredto as components), that may communicate with each other and/or amongeach other according to one embodiment. For example, the devices mayinclude a power unit 120, communications unit 116, an energy managementsystem 118, or the like. The power unit 120 may provide electrical powerto the vehicle system 100. Additionally or alternatively, the power unit120 may power the communications system 104. For example, the power unit120 may be a battery and/or circuitry that supplies electric current topower other components. The communications unit 116 may enablecommunication between the vehicle system 100 and the communicationssystem 104 using transceiver circuitry, and hardware such as a wirelessantenna. The energy management system 118 may perform a number offunctions for the communication system 104. For example, the energymanagement system 118 may determine an estimated trip load, determine anamount of available energy of the power unit, transmit a request signalvia the communications unit to the vehicle system 100, or the like.

The communication system 104 communicates data between various devicesthat may be onboard and/or off-board the vehicle system 100. Thecommunication system 104 can receive data signals (e.g., wireless datasignals) from off-board wayside devices, such as roadside transponders,signals, sensor systems (e.g., hotbox detectors), positive train controltransponders, etc. The off-board communication system may receive datasignals from other off-board devices, such as satellites, wirelessdevices (e.g., cellular phones, computers, remote controls, etc.), adispatch tower, or other locations.

The devices shown onboard vehicle 102 may be disposed onboard a singlevehicle 102 of the vehicle system 100 or optionally may be distributedamong two or more vehicles 102 of the vehicle system 100. Differentdevices onboard the vehicle 102 may communicate with and/or among eachother to control operations of the vehicle system 100. For example,devices onboard the vehicle system 100 may communicate with each otherto control tractive efforts produced by the vehicle system 100.Additionally or alternatively the devices onboard the vehicle system maycommunicate with each other to control braking efforts produced by thevehicle system 100. Additionally or alternatively the devices maycommunicate with each other to coordinate operations performed by thesame type and/or different types of devices onboard the same and/ordifferent vehicles 102 in the vehicle system 100. Additionally oralternatively the devices onboard the vehicle system may alsocommunicate with each other to display information from one or morecomponents onboard one vehicle 102 on a display device on the same ordifferent vehicles 102, etc.

An energy management system 106 (“EMS”) is a device onboard the vehiclesystem 100. Alternatively, the EMS 106 may be off-board the vehiclesystem. The EMS 106 may determine a trip plan to be used in controllingmovement of vehicle system 100. The trip plan may also be communicatedfrom the off-board communication system 104, on-board from the vehiclesystem 100, off-board dispatch centers, other communication locations,or the like. The trip plan includes designated operational settings ofthe vehicle system 100 to dictate how the vehicle system 100 is totravel along the route 114 based on the designated grades of the route.The designated operational settings may include designated powersettings, acceleration settings, designated speeds, velocity settings,throttle settings, brake settings, or the like, that control the vehiclesystem 100 as the vehicle system travels along the route. Theoperational settings of the trip plan may be designated as a function oftime and/or distance of the route based on the designated grades of theroute. Benefits of the vehicle system 100 traveling according to thedesignated operational settings of the trip plan include reduced fuelconsumption, reduced emissions generation by the vehicle system,improved handling of the vehicle system, the vehicle system arriving ata designated location within a designated time period and/or at adesignated time, control of vehicle speed settings according to speedlimits, or the like, relative to the same vehicle system 100 travelingalong the same route 114 for the same trip according to differentoperational settings (e.g., traveling at the track speed or other speedlimit of the route 114).

The designated operational settings of the trip plan may includedesignated power settings, designated speeds, designated grades of theroute or the like. The designated power settings of the vehicle systemand the designated speeds of the vehicle system are directly related asa function of acceleration (designated power settings) and velocity(designated speed settings) according to the designated grades of theroute at which the vehicle system is expecting to travel. The designatedgrades of the route include expected grade increases (e.g., hills, etc.)and/or decreases (e.g., valleys, etc.) that the vehicle system willtravel. The designated power settings of the trip plan dictate how thevehicle power settings (e.g., throttle settings for acceleration of thevehicle system) are to be set at a given location along the route basedon the designated grade of the route. For example, at a first locationalong the route, the designated grade may be expected to increase (e.g.,the vehicle is expecting to travel up a hill). The vehicle systemincreases the designated power settings (e.g., the throttle settingsincrease) to continue traveling at the designated speed along the routeaccording to the expected increasing designated grade of the route.Furthermore, at a second location along the route, the designated grademay be expected to decrease (e.g., the vehicle is expecting to traveldown a hill). The vehicle system decreases the designated power settings(e.g., the throttle settings decrease) to continue traveling at thedesignated speed along the route according to the expected decreasingdesignated grade of the route.

A control system 110 (also referred to herein as a vehicle controller)controls operations of the vehicle 102 and/or vehicle system 100. Thecontrol system 110 represents hardware circuitry that includes and/or isconnected with one or more processors (e.g., microprocessors,controllers, field programmable gate arrays, integrated circuits, etc.).The control system 110 can generate signals that are communicated to apropulsion system 112 of the vehicle 102 (e.g., motors, alternators,generators, etc.), or to any other systems. The control system 110 caninclude one or more input and/or output devices such as keyboard, anelectronic mouse, stylus, microphone, touchscreen, other display screen,or the like, for communicating with an operator of the vehicle 102 orvehicle system 100. The control system 110 is operably connected withcomponents of the off-board communication system 104. Additionally oralternatively, the control system 110 is operably connected withcomponents that are disposed onboard the vehicle 102, onboard othervehicles of the vehicle system 100, and/or off-board the vehicle system100 to control operation of the vehicle system 102. For example, thecontrol system 110 may receive instructions from the EMS 106 thatdictate how the vehicle system 100 is to move at different locationsduring a trip.

Additionally or alternatively, the off-board communication system 104may communicate designated operational settings of a trip plan to theenergy management system 106 onboard the vehicle 102, onboard othervehicles of the vehicle system 100, and/or off-board the vehicle system100. Optionally, the communication system 104, or other communicationsource, may provide information to the energy management system 106 thatis used by the EMS 106 to create the trip plan. Based on thecommunicated designated operational settings of the trip plan, theenergy management system 106 can determine throttle settings, brakesettings, or the like, of the vehicle 102 or vehicle system 100 as afunction of time and/or distance along the route 114 in order to causethe vehicle system 100 to arrive at a designated location along theroute 114 within a designated time period and/or at a designated time.The energy management system 106 may communicate throttle settingsand/or brake settings, or the like, to the control system 110. Thecontrol system 110 generates signals, based on the communication fromthe EMS 106, that are communicated to the propulsion system 112 of thevehicle 102. The generated signals control operations of the vehiclesystem 100 and/or direct an operation of the vehicle system 100 in orderto control movement according to the trip plan.

For example, the off-board communication system 104 may communicatedesignated operational settings of the trip plan, including designatedpower settings and designated speeds along the route, or the like, tothe energy management system 106 of the vehicle 102. The designatedpower settings and the designated speeds of the trip plan are determinedbased on the designated grades of the route 114. Such changes of thedesignated grade along the route 114 may be positive grade changes(e.g., incline, increasing grade, etc.) or may be negative grade changes(e.g., decline, decreasing grade, etc.). For example, the designatedgrade along the route 114 may include an incline of route 114 along adistance X. The designated power setting would increase along thedistance X due to the grade increase, resulting in increased designatedspeed along the distance X. Alternatively, the designated grade alongthe route 114 may include a decline of the route 114 along a distance Y.The designated power setting would decrease along the distance Y due tothe grade decrease, resulting in decreased designated speed along thedistance Y.

FIG. 2 illustrates an example of how the designated power settings 208,designated speeds 210, and designated grades 218 interact along route114 of the trip plan. The trip plan, as communicated by the off-boardcommunication system 104 to the energy management system 106, includesdesignated operational settings of the vehicle 102 along the route.Illustrated as a function of power settings 202 versus distance 206 isthe designated power setting 208 of the trip plan. Illustrated as afunction of speed 204 versus distance 206 is the designated speed 210 ofthe trip plan. Illustrated as a function of grade elevation 216 versusdistance 206 is the designated grade 218.

For example, a first segment A 212 of the trip illustrates therelationship between the designated power setting 208 of the trip plan,the designated speed 210 of the trip plan, and the designated grade 218of the trip plan along the first segment A 212 of the trip plan. Alongthe first segment A 212, the designated speed 210 increases in order toaccommodate the increasing designated grade 218 of the route 114. Forexample, a train travels along a route. Along the route at a givenlocation the train needs to travel up a hill (e.g., an increasing grade)of the route. In order for the train to continue traveling at the samespeed along the increasing grade, the train adjusts the operationalsettings by increasing the speed setting. Along the same first segment A212, in order for the vehicle 102 to meet the increasing designatedspeed 210 due to the increasing designated grade 218, the designatedpower setting 208 also increases. For example, as the same train travelsalong the route, and at the given location the train travels up a hill(e.g., an increasing grade) of the route. In order for the train tocontinue traveling at the same speed along the increasing grade, thetrain adjusts the operational settings by increasing the throttlesetting. The increase to the throttle setting (e.g., power setting)increases the speed of the train, thus demonstrating the relationshipbetween the power setting and the speed setting of the train.

As another example, a second segment B 214 of FIG. 2 illustrates therelationship between the designated power setting 208 of the trip plan,the designated speed 210 of the trip plan, and the designated grade 218of the trip plan along the second segment B 214 of the trip plan. Alongthe second segment B 214, the designated speed 210 decreases in order toaccommodate the decreasing designated grade 218 of the route 114. Forexample, a train travels along a route. Along the route at a givenlocation the train travels down a hill (e.g., a decreasing grade) of theroute. In order for the train to continue traveling at the same speedalong the decreasing grade, the train adjusts the operational settingsby decreasing the speed setting. Along the same second segment B 214, inorder for the vehicle 102 to meet the decreasing designated speed 210due to the decreasing designated grade 218, the designated power setting208 also decrease. For example, as the same train travels along theroute, and at the given location the train travels down a hill (e.g., adecreasing grade) of the route. In order for the train to continuetraveling at the same speed along the decreasing grade, the trainadjusts the operational settings by decreasing the throttle setting. Thedecrease to the throttle setting (e.g., power setting) decreases thespeed of the train, thus demonstrating the relationship between thepower setting and the speed setting of the train.

However, the trip plan may be based on designated grades of the route114 that includes one or more grade errors between the designated gradesof the route and the actual grades of the route. There may bediscrepancies in the designated grade of the route based on thedifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings. For example, a train travelsalong a route at a given location. At the given location of the route,the train is expecting to travel up a hill, or increasing grade.However, the actual increasing grade of the route might differ from thedesignated increasing grade of the route. For example, the actualincreasing grade of the route might have an incline of 20 degrees, butthe designated grade of the route might expect an incline of 35 degrees.The difference between the actual incline (20 degrees) and thedesignated incline (35 degrees) of the route is a grade error. The gradeerror could be a positive grade error or a negative grade error(described further below). The grade error between the designated gradeand the actual grade of the route could be attributed to several factorsincluding but not limited to miscalculated grades, environmentalconditions, adhesion between one or more wheels of the vehicle and theroute, vehicle cargo, damage to the route or vehicle system, etc.

FIGS. 3 through 6 provide different examples of how the energymanagement system 106 of the vehicle system 100 can modify the trip planso that the vehicle 102 can travel at designated speeds and designatedpower settings. For example, as the vehicle 102 travels, the energymanagement system 106 may identify that the vehicle 102 may not beoperating at the designated power setting of the trip plan resulting inthe vehicle 102 not traveling at the designated speed of the trip plan.In response, the energy management system 106 can modify the trip planas described below.

FIG. 3 illustrates an example of a positive grade error 308 for avehicle 102 traveling along a route 114 according to a trip plan alongan increasing designated grade. Illustrated as a function of powersettings 202 versus distance 206 is the designated power setting 208 ofthe trip plan. Illustrated as a function of speed 204 versus distance206 is the designated speed 210 of the trip plan. Illustrated as afunction of grade elevation 216 versus distance 206 is the designatedgrade 218. Demonstrated in FIG. 3 is one example of the energymanagement system 106 of the vehicle 102 identifying a positive gradeerror 308 between the designated grade 218 of the trip plan, and anactual grade 306 of the route along the first segment A 212. Thepositive grade error 308 along first segment A 212 results in adifference between the designated power settings 208 andvehicle-controlled power settings 302, as well as a difference betweenthe designated speed 210 and an actual speed 304 of the vehicle 102. Forexample, along the first segment A 212, the vehicle 102 travels along anincreasing grade. Along this increasing grade, however, there is thepositive grade error 308 between the designated grade 218 and the actualgrade 306. This positive grade error 308 results in the designated powersettings too low for the vehicle 102 to travel at the designated speeds210. For example, a train travels along a route. At a given locationalong the route, the train expects to travel up a hill (e.g., anincreasing grade) at a degree of incline of 25 degrees from thehorizontal. However, as the train travels up the hill, it is determinedthat the actual degree of incline is 40 degrees from the horizontal,resulting in a positive grade error of 15 degrees between the designatedgrade and the actual grade of the route (e.g., the actual up hill issteeper than expected). Because of this positive grade error, the trainis not able to travel at the designated speed of 75 mph at this locationalong the route, resulting in the train traveling at an actual speed of60 mph that is slower than the designated speed setting of the tripplan.

The energy management system 106 may identify this power settingdifference 303 between the designated power settings 208 and thevehicle-controlled power settings 302. The energy management system 106may increase the vehicle-controlled power settings 302 of the vehicle byan amount of correction value identified by the power setting difference303 to make up for the positive grade error 308 of the route at thegrade error location. The increase to the vehicle-controlled powersetting 302 results in the increase to the actual speed 304 of thevehicle 102, causing the vehicle 102 to move towards the designatedspeeds 210 of the trip plan. For example, the train identifies thatthere is the positive grade error between the designated grade and theactual grade of the route. The train travels up a hill that has agreater increasing grade (e.g., the actual up hill is steeper thanexpected). Additionally, the train must also maintain the designatedspeed setting of 75 mph according to the trip plan. In order to keep thetrain traveling at the designated speed setting, the train increases thethrottle settings by 25% (e.g., the vehicle-controlled power settings)in order for the train to increase the actual speed to 75 mph to reachthe top of the hill while traveling at the designated speed setting.

FIG. 4 illustrates an example of a negative grade error 408 for thevehicle 102 traveling along the route 114 according to a trip plan alongan increasing designated grade. Illustrated as a function of powersettings 202 versus distance 206 is the designated power setting 208 ofthe trip plan. Illustrated as a function of speed 204 versus distance206 is the designated speed 210 of the trip plan Illustrated as afunction of grade elevation 216 versus distance 206 is the designatedgrade 218 of the trip plan. Demonstrated in FIG. 4 is one example of theenergy management system 106 of the vehicle 102 identifying a negativegrade error 408 between the designated grade 218 of the trip plan, andthe actual grade 306 of the route along the distance A 212. The negativegrade error 408 along the first segment A 212 results in a differencebetween the designated power settings 208 and the vehicle-controlledpower settings 302, as well as a difference between the designated speed210 and the actual speed 304 of the vehicle 102. For example, along thefirst segment A 212, the vehicle 102 travels along an increasing grade.Along this increasing grade, however, there is the negative grade error408 between the designated grade 218 and the actual grade 306. Thisnegative grade error 408 results in the designated power settings 208too high for the vehicle 102 to travel at the designated speeds 210. Forexample, a train travels along a route. At a given location along theroute, the train expects to travel up a hill (e.g., an increasing grade)at a degree of incline of 40 degrees from the horizontal. However, asthe train travels up the hill, it is determined that the actual degreeof incline is 25 degrees from the horizontal, resulting in a negativegrade error of −15 degrees between the designated grade and the actualgrade of the route (e.g., the actual up hill is less steep thanexpected). Because of this negative grade error, the train is not ableto travel at the designated speed of 75 mph at the location along theroute, resulting in the train traveling at an actual speed of 90 mphthat is faster than the designated speed setting of the trip plan.

The energy management system 106 may identify this power settingdifference 406 between the designated power settings 208 and thevehicle-controlled power settings 302. The energy management system 106may decrease the vehicle-controlled power settings 302 of the vehicle byan amount of correction value identified by the power setting difference406 to make up for the negative grade error 408 of the route at thegrade error location. The decrease to the vehicle-controlled powersetting 302 results in the decrease to the actual speed 304 of thevehicle 102, causing the vehicle 102 to move towards the designatedspeeds 210 of the trip plan. For example, the train identifies thatthere is the negative grade error between the designated grade and theactual grade of the route. The train travels up a hill that has a lesserincreasing grade (e.g., the actual up hill is less steep than expected).Additionally, the train must also maintain the designated speed settingof 75 mph according to the trip plan. In order to keep the traintraveling at the designated speed setting, the train decreases thethrottle settings by 20% (e.g., the vehicle-controlled power settings)in order for the train to decrease the actual speed to 75 mph to reachthe top of the hill while traveling at the designated speed setting.

FIG. 5 illustrates an example of a negative grade error 508 for avehicle 102 traveling along a route 114 according to a trip plan along adecreasing designated grade. Illustrated as a function of power settings202 versus distance 206 is the designated power setting 208 of the tripplan. Illustrated as a function of speed 204 versus distance 206 is thedesignated speed 210 of the trip plan. Illustrated as a function ofgrade elevation 216 versus distance 206 is the designated grade 218 ofthe trip plan. Demonstrated in FIG. 5 is one example of the energymanagement system 106 of the vehicle 102 identifying a negative gradeerror 508 between the designated grade 218 of the trip plan, and theactual grade 306 of the route along the second segment B 214. Thenegative grade error 508 along the second segment B 214 results in adifference between the designated power settings 208 and thevehicle-controlled power settings 302, as well as a difference betweenthe designated speed 210 and the actual speed 304 of the vehicle 102.For example, along the second segment B 214, the vehicle 102 travelsalong a decreasing grade. Along this decreasing grade, however, there isthe negative grade error 508 between the designated grade 218 and theactual grade 306 of the route. This negative grade error 508 results inthe designated power settings 208 too high for the vehicle 102 to travelat the designated speeds 210. For example, a train travels along aroute. At a given location along the route, the train expects to traveldown a hill (e.g., a decreasing grade) at a degree of decline of −25degrees from the horizontal. However, as the train travels down thehill, it is determined that the actual degree of decline is −40 degreesfrom the horizontal, resulting in a negative grade error of −15 degreesbetween the designated grade and the actual grade of the route (e.g.,the actual downhill is steeper than expected). Because of this negativegrade error, the train is not able to travel at the designated speed of75 mph at the location along the route, resulting in the train travelingat an actual speed of 90 mph that is faster than the designated speedsetting of the trip plan.

The energy management system 106 may identify this power settingdifference 506 between the designated power settings 208 and thevehicle-controlled power settings 302. The energy management system 106may decrease the vehicle-controlled power settings 302 of the vehicle byan amount of correction value identified by the power setting difference506 to make up for the negative grade error 508 of the route at thegrade error location. The decrease to the vehicle-controlled powersetting 302 results in the decrease to the actual speed 304 of thevehicle 102, causing the vehicle 102 to move towards the designatedspeeds 210 of the trip plan. For example, the train identifies thatthere is the negative grade error between the designated grade and theactual grade of the route. The train travels down a hill that has agreater decreasing grade (e.g., the actual downhill is steeper thanexpected). Additionally, the train must also maintain the designatedspeed setting of 75 mph of the trip plan. In order to keep the traintraveling at the designated speed setting, the train decreases thethrottle settings by 20% (e.g., the vehicle-controlled power settings)in order for the train to decrease the actual speed setting to reach thebottom of the hill while traveling at the designated speed setting.

FIG. 6 illustrates an example of a positive grade error 608 for avehicle 102 traveling along a route 114 according to a trip plan along adecreasing designated grade. Illustrated as a function of power settings202 versus distance 206 is the designated power setting 208 of the tripplan. Illustrated as a function of speed 204 versus distance 206 is thedesignated speed 210 of the trip plan. Illustrated as a function ofgrade elevation 216 versus distance 206 is the designated grade 218 ofthe trip plan. Demonstrated in FIG. 6 is one example of the energymanagement system 106 of the vehicle 102 identifying a positive gradeerror 608 between the designated grade 218 of the trip plan, and theactual grade 306 of the route along the second segment B 214. Thepositive grade error 608 along the second segment B 214 results in adifference between the designated power settings 208 and thevehicle-controlled power settings 302, as well as a difference betweenthe designated speed 210 and the actual speed 304 of the vehicle 102.For example, along the second segment B 214, the vehicle 102 travelsalong a decreasing grade. Along this decreasing grade, however, there isthe positive grade error 608 between the designated grade 218 and theactual grade 306 of the route. This positive grade error 608 results inthe designated power settings 208 too low for the vehicle 102 to travelat the designated speeds 210. For example, a train travels along aroute. At a given location along the route, the train expects to traveldown a hill (e.g., a decreasing grade) at a degree of decline of −40degrees from the horizontal. However, as the train travels down thehill, it is determined that the actual degree of decline is −25 degreesfrom the horizontal, resulting in a positive grade error of 15 degreesbetween the designated grade and the actual grade of the route (e.g.,the actual downhill is less steep than expected). Because of thispositive grade error, the train is not able to travel at the designatedspeed of 75 mph at the location along the route, resulting in the traintraveling at an actual speed of 60 mph that is slower than thedesignated speed setting of the trip plan.

The energy management system 106 may identify this power settingdifference 606 between the designated power settings 208 and thevehicle-controlled power settings 302. The energy management system 106may increase the vehicle-controlled power settings 302 of the vehicle byan amount of correction value identified by the power setting difference606 to make up for the positive grade error 608 of the route at thegrade error location. The increase to the vehicle-controlled powersetting 302 results in the increase to the actual speed 304 of thevehicle 102, causing the vehicle 102 to move towards the designatedspeeds 210 of the trip plan. For example, the train identifies thatthere is the positive grade error between the designated grade and theactual grade of the route. The train travels down a hill that has alesser decreasing grade (e.g., the actual downhill is less steep thanexpected). Additionally, the train must also maintain the designatedspeed setting of 75 mph of the trip plan. In order to keep the traintraveling at the designated speed setting, the train increases thethrottle settings by 25% (e.g., the vehicle-controlled power settings)in order for the train to increase the actual speed setting to reach thebottom of the hill while traveling at the designated speed setting.

Alternatively or additionally, the power setting differences 303, 406,506, and 606 along a route between the designated power settings of thetrip plan and the vehicle-controlled power settings can also be causedby factors other than or in addition to grade errors along the route.For instance, power settings differences could be caused byenvironmental factors. As the vehicle travels along the route accordingto the designated operational settings of the trip plan, the designatedoperational settings of the trip plan may be predetermined to assume noenvironmental factors will impact the route of the vehicle. However, ifthe vehicle 102 is subjected to environmental factors such as rain, ice,wind, or the like, the vehicle might travel at actual speeds andvehicle-controlled power settings that differ from the trip plandesignated speeds and designated power settings. If the vehicle 102travels the route 114 subjected to one or more environmental facts(e.g., rain, ice, wind, etc.), the vehicle 102 might not travel at thedesignated speeds of the trip plan. Therefore, the energy managementsystem 106 increases or decreases the vehicle-controlled power settingsin order to cause the vehicle to move towards the designated speeds ofthe trip plan. Thus, the difference between the designated powersettings and the vehicle controlled power settings might result in apower setting difference caused by environmental factors. For example, atrain travels along a route. While in transit, the train is subjected toan ice storm. The ice storm and high winds from the storm slows thespeed of the train, resulting in the train traveling at a speed that isless than the designated speed setting of the trip plan. In order toovercome the slower speed of the vehicle due to the impact of theweather, and to get the train to travel at the designated speedsettings, the train increases the vehicle-controlled power settings. Byincreasing the vehicle-controlled power settings, the actual speed ofthe train increases. The increase of the actual speed of the trainincreases in order to match the designated speed setting of the tripplan.

Alternatively or additionally, the power setting differences 303, 406,506, and 606 along a route between the designated power settings and thevehicle-controlled power settings can also be caused by adhesion betweenone or more wheels of the vehicle and the route. As the vehicle travelsalong the route according to the designated operational settings of thetrip plan, the designated operational settings of the trip plan may bepredetermined to assume no adhesion between one or more wheels of thevehicle and the route will impact the route of the vehicle 102. However,if the vehicle is subjected to adhesion between one or more wheels ofthe vehicle system 100 and the route, the vehicle might travel at actualspeeds and vehicle-controlled power settings that differ from the tripplan designated speeds and designated power settings. If the vehicle 102travels the route 114 subjected to one or more instances of adhesionbetween one or more wheels of the vehicle and the route, the vehiclemight not be able to travel at the designated speeds of the trip plan.Therefore, the energy management system 106 increases or decreases thevehicle-controlled power settings in order to cause the vehicle 102 tomove towards the designated speeds of the trip plan. Thus, thedifference between the designated power settings and the vehiclecontrolled power settings might result in a power setting differencecaused by an amount of adhesion between one or more wheels of thevehicle and the route. For example, a train travels along a route. Whilein transit, four wheels of the vehicle are subjected to unexpectedamounts of adhesion between the wheels and a track of the route. Thisunexpected adhesion slows the speed of the train, making the traintravel at an actual speed that is less than the designated speed settingof the trip plan. In order to overcome the slower speed due to theunexpected adhesion between the wheels and the track, and to get thetrain to travel at the designated speed settings, the train increasesthe vehicle-controlled power settings. By increasing thevehicle-controlled power settings, the actual speed of the trainincreases in order to match the designated speed setting of the tripplan.

Alternatively or additionally, the power setting differences 303, 406,506, and 606 along a route between the designated power settings and thevehicle-controlled power settings can also be caused by differencesbetween designated vehicle cargo and actual vehicle cargo. As thevehicle travels along the route according to the designated operationalsettings of the trip plan, the designated operational settings of thetrip plan may be predetermined to assume the vehicle will be carrying adesignated cargo. However, if the vehicle is carrying an actual cargothat differs from the designated cargo of the vehicle, the vehicle mighttravel at actual speeds and vehicle-controlled power settings thatdiffer from the trip plan designated speeds and designated powersettings. If the vehicle travels the route carrying a cargo that differsfrom the designated cargo, the vehicle might not be able to travel atthe designated speeds. Therefore, the energy management system 106increases or decreases the vehicle-controlled power settings in order tocause the vehicle to move towards the designated speeds of the tripplan. Thus, the difference between the designated power settings and thevehicle controlled power settings might result in a power settingdifference caused by differences between a designated cargo and actualvehicle cargo. For example, a train travels along a route. While intransit, the train is carrying a cargo load of 50 tons. However, thedesignated settings of the trip plan anticipated the train carrying acargo load of 100 tons. This unexpected cargo load difference results inthe train traveling at an actual speed that is faster than thedesignated speed setting of the trip plan. In order to overcome thefaster speed due to the cargo load difference, and to get the train totravel at the designated speed settings, the train decreases thevehicle-controlled power settings. By decreasing the vehicle-controlledpower settings, the actual speed of the train reduces in order to matchthe designated speed setting of the trip plan.

The energy management system 106 of the vehicle 102 identifies the powersetting differences 303, 406, 506, and 606 of FIGS. 3, 4, 5, and 6,respectively, and furthermore determines an anomaly count of theinstances when the designated power settings are different than thevehicle-controlled power settings along the route. The anomaly count ofthe instances of power setting differences is identified when the powersetting difference value exceeds a predetermined designated thresholdmargin value. For example, in FIG. 3, the energy management system 106increases the vehicle-controlled power settings 302 to make up for thepositive grade error 308 between the designated grade 218 and the actualgrade 306. If the power setting difference 303 exceeds the predetermineddesignated threshold margin, the error is recorded within the anomalycount. For example, a train travels along a route. At a location alongthe route, the train travels up a hill (e.g., an increasing grade). Theactual grade of the hill is 45 degrees from the horizontal. However, thedesignated grade of the trip plan was expected to be 25 degrees from thehorizontal. The difference between the actual grade of the route and thedesignated grade of the trip plan results in a 20 degree positive gradeerror. Because of this 20 degree positive grade error, the train travelsat an actual speed of 60 mph, which is less than the designated speedsetting of 75 mph of the trip plan. In order to keep the train travelingat the designated speed setting of 75 mph, the train increases thethrottle settings by 25% (e.g., the vehicle-controlled power settings)in order to make the train increase the actual speed to 75 mph. Theenergy management system 106 has a predetermined designated thresholdmargin of a 10% difference between the designated power settings of thetrip plan, and the actual vehicle-controlled power settings of thetrain. The 25% throttle setting increase exceeds the predetermined 10%threshold power setting difference. Because the 25% increase exceeds the10% threshold, this instance is recorded by the energy management systemas an error, and is recorded as an anomaly count.

Furthermore, the energy management system 106 communicates the anomalycount of the identified power setting differences, the identifiedpositive grade errors and the identified negative grade errors to theoff-board communication system 104. This responsive communication of theone or more differences between the designated trip plan operationalsettings and the actual vehicle-controlled settings allows forsystematic scheduled inspections of the route at error locations. Theresponsive communication provides data to modify the trip plan as thevehicle is in transit in order to minimize the difference between thedesignated operational settings and the actual vehicle operationalsettings. Furthermore, the responsive communication provides data toupdate the trip plan for future vehicle systems traveling along theroute.

The anomaly count of the power setting differences is additionally usedto determine a route health index. The route health index is determinedby reviewing the number of anomaly count instances of a route. The routehealth index is compared to a predetermined health index range in orderto understand the extent of damage to the route. For example, a traintravels along the route. During transit, the energy management system106 identifies an anomaly count of 36. The anomaly count identifies 36instances of power settings differences and positive and/or negativegrade errors at specific locations along the route. The predeterminedhealth index range identifies a route having a good health for anomalycount values of 0 to 25, and a bad health for anomaly count values ofgreater than 25. The example anomaly count of 36 identifies the route tobe in bad health.

FIG. 7 illustrates a flowchart of one embodiment of a method 700 foridentifying operational setting differences between the designatedoperational settings of the trip plan and the vehicle-controlledoperational settings of the route. At 702, a data signal is received bythe vehicle system 100. The signal may be sent from one or more devicesoff-board the vehicle system, or may be generated on-board the vehiclesystem. The signal includes designated operational settings at which thevehicle 102 is to travel along a route 114 according to a determinedtrip plan. The designated operational settings include designated powersettings and designated speeds at which the vehicle should operate alonga route according to a designated grade.

At 704, the vehicle travels or moves along the route for a rollingwindow predefined increment of distance (e.g., 2-miles, 5-miles,10-miles, any other value of distance, etc) according to the designatedpower settings of the trip plan. At 706, the energy management system106 monitors the designated operational settings in view of the how thevehicle 102 actually travels along the route. The EMS 106 monitors thevehicle-controlled operational settings, including vehicle-controlledpower settings and actual speeds.

At 708, a determination is made to whether there is a difference betweenthe designated operational settings of the trip plan and the actualvehicle operational settings. Specifically, such differences could bebetween the designated power settings and the vehicle-controlled powersettings; between the designated speed and the actual speed at which thevehicle travels; between the designated grade of the route and theactual grade of the route; or the like. If it is determined nodifferences exist between the designated operational settings of thetrip plan and the actual vehicle controlled operational settings alongthe predefined increment of distance (e.g., 2-miles, 5-miles, 10-miles,any other value of distance, etc.) along the route, flow of the method700 proceeds towards 702. Alternatively, flow of the method 700 proceedstowards 710 if it is determined that a difference does exist between thedesignated operational settings of the trip plan and the actual vehiclecontrolled operational settings. At 710, the determined difference isrecorded as an anomaly count. Flow of the method 700 then continues to712.

At 712, a determination is made whether the anomaly count differencebetween the designated operational setting of the trip plan and theactual vehicle controlled operation setting exceeds a predeterminedthreshold margin value. If the difference between the designatedoperational setting of the trip plan and the actual vehicle controlledoperation setting does not exceed the predetermined threshold marginvalue, flow of the method 700 proceeds towards 702. Alternatively, flowof the method 700 proceeds towards 714 if it is determined that thedifferences between the designated operation setting of the trip planand the actual vehicle controlled operation setting does exceed thepredetermined threshold margin value.

At 714, identification of a problem of the route health and/or grade ismade. The problem is identified by one or more differences between thedesignated operational settings of the trip plan and the actual vehiclecontrolled operation settings along the predefined increment of distanceof the route. Identified differences may be categorized as positivegrade errors or negative grade errors. Alternatively or additionally,identified differences may be used to determine the route health indexas detailed above. Alternatively or additionally, identified differencesmay be categorized as power setting differences between the designatedpower settings and the vehicle-controlled power settings. Alternativelyor additionally, identified differences may be categorized asnon-anticipated weather conditions (e.g., rain, wind, ice, etc) that mayprevent the vehicle from traveling/moving at the designated operationalsettings of the trip plan. Alternatively or additionally, identifieddifferences may be categorized as non-anticipated route adhesion betweenone or more wheels of the vehicle and the route. Alternatively oradditionally, identified differences may be categorized asnon-anticipated cargo loads.

At 716, a determination is made to whether a responsive action to theidentified problem with the route grade and/or health is required. Theresponsive action could include scheduling an inspection of the route atthe grade error location. Alternatively or additionally, the responsiveaction could be to modify the designated operational settings of thetrip plan during movement of the vehicle along the route. Alternativelyor additionally, the responsive action could be to permanently updatethe one or more designated operational settings of the trip plan forfuture vehicle systems traveling along the route. Such updates couldinclude one or more of changes to the designated power settings, changesto the designated speeds, changes to the designated grades, or the like.If it is determined that a responsive action is not required, flow ofthe method 700 proceeds towards 702. Alternatively, flow of the methodproceeds towards 718 if it is determined that responsive action isrequired.

At 718, the responsive action identified at 716 is implemented. Flow ofthe method 700 then proceeds towards 702 to review a second rollingwindow predefined increment of distance (e.g., 2-miles, 5-miles,10-miles, any other value of distance, etc) along the route. The method700 continues until the vehicle has traveled the complete distance ofthe route.

In an embodiment, the system includes one or more processors configuredto determine vehicle-controlled power settings of a vehicle as thevehicle moves along a route according to a trip plan. The trip plandictating designated speeds and designated power settings of the vehicleat different locations along the route. The trip plan is based ondesignated grades of the route. The vehicle-controlled power settingsare controlled to cause the vehicle to move toward the designated speedsof the trip plan. The one or more processors are configured to identifydifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings at which the vehicle is controlledto cause the vehicle to move toward the designated speeds of the tripplan. The one or more processors also are configured to determinediscrepancies in the designated grades of the route based on thedifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings.

Optionally, the one or more processors of the system are configured toidentify the one or more differences between the designated grades andthe actual grades by determining whether the one or more differencesbetween the designated grades and the actual grades are positive errorsor negative errors. The one or more processors also are configured todetermine an amount of correction to at least one of the designatedgrades that will reduce the one or more differences between thedesignated grades and the actual grades. The one or more processors areconfigured to determine an anomaly count of the differences between thedesignated power settings of the trip plan and the vehicle-controlledpower settings, and to identify an error in a route database that storesthe designated grades of the route responsive to the anomaly countexceeding a designated threshold margin.

Optionally, one or more processors also are configured to determine aroute health index based on the one or more differences between thedesignated grades of the route and the actual grades of the route. Theroute health index is representative of an extent of damage to theroute. The one or more processors of the system are configured to obtainenvironmental data representative of an ambient condition outside of thevehicle and to determine whether the one or more differences between thedesignated power settings of the trip plan and the vehicle-controlledpower settings are caused by the ambient condition based on theenvironmental data.

Optionally, the one or more processors of the system are configured todetermine an amount of adhesion between one or more wheels of thevehicle and the route and to determine whether the one or moredifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings are caused by the amount ofadhesion. The one or more processors of the system are configured todetermine a difference between designated vehicle cargo and actualvehicle cargo and to determine whether the one or more differencesbetween the designated power settings of the trip plan and thevehicle-controlled power settings are caused by the difference betweenthe designated vehicle cargo and the actual vehicle cargo.

Optionally, the one or more processors, responsive to determining theone or more differences between the designated power settings of thetrip plan and the vehicle-controlled power settings, are configured toone or more of schedule inspection of the route, modify the trip planduring movement of the vehicle along the route, or update at least oneof the designated grades of the route based on the one or moredifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings. The system is configured tocontrol the vehicle for movement along the route based at least in parton the one or more differences between the designated grades of theroute and actual grades of the route that are determined.

In an embodiment, the method includes determining vehicle-controlledpower settings of a vehicle as the vehicle moves along a route accordingto a trip plan. The trip plan dictating designated speeds and designatedpower settings of the vehicle at different locations along the route.The trip plan is based on designated grades of the route. Thevehicle-controlled power settings are controlled to cause the vehicle tomove toward the designated speeds of the trip plan. The method includesidentifying differences between the designated power settings of thetrip plan and the vehicle-controlled power settings at which the vehicleis controlled to cause the vehicle to move toward the designated speedsof the trip plan. The method includes determining discrepancies in thedesignated grades of the route based on the differences between thedesignated power settings of the trip plan and the vehicle-controlledpower settings.

Optionally, the method also includes identifying the one or moredifferences between the designated grades and the actual gradesincluding determining whether the one or more differences between thedesignated grades and the actual grades are positive errors or negativeerrors. The method further determines an amount of correction to atleast one of the designated grades that will reduce the one or moredifferences between the designated grades and the actual grades. Themethod determines an anomaly count of the differences between thedesignated power settings of the trip plan and the vehicle-controlledpower settings and identifies an error in a route database that storesthe designated grades of the route responsive to the anomaly countexceeding a designated threshold margin.

Optionally, the method includes determining a route health index basedon the one or more differences between the designated grades of theroute and the actual grades of the route, the route health indexrepresentative of an extent of damage to the route. The method alsoincludes obtaining environmental data representative of an ambientcondition outside of the vehicle and determining whether the one or moredifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings are caused by the ambientcondition based on the environmental data. The method includesdetermining an amount of adhesion between one or more wheels of thevehicle and the route and determining whether the one or moredifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings are caused by the amount ofadhesion. The method also includes determining a difference betweendesignated vehicle cargo and actual vehicle cargo and determiningwhether the one or more differences between the designated powersettings of the trip plan and the vehicle-controlled power settings arecaused by the difference between the designated vehicle cargo and theactual vehicle cargo.

Optionally, the method further includes, responsive to determining theone or more differences between the designated power settings of thetrip plan and the vehicle-controlled power settings, one or more ofscheduling inspection of the route; modifying the trip plan duringmovement of the vehicle along the route; or updating at least one of thedesignated grades of the route based on the one or more differencesbetween the designated power settings of the trip plan and thevehicle-controlled power settings. The method also includes controllingthe vehicle for movement along the route based at least in part on theone or more differences between the designated grades of the route andactual grades of the route that are determined.

In an embodiment, the system includes a vehicle controller configured todetermine vehicle-controlled power settings of a vehicle as the vehiclemoves along a route according to a trip plan. The trip plan dictatingdesignated speeds and designated power settings of the vehicle atdifferent locations along the route. The trip plan is based ondesignated grades of the route. The vehicle-controlled power settingsare controlled to cause the vehicle to move toward the designated speedsof the trip plan, wherein the vehicle controller also is configured toidentify differences between the designated power settings of the tripplan and the vehicle-controlled power settings at which the vehicle iscontrolled to cause the vehicle to move toward the designated speeds ofthe trip plan. The vehicle controller is also configured to determine aroute health index based on discrepancies in the designated grades ofthe route based on the differences between the designated power settingsof the trip plan and the vehicle-controlled power settings, the routehealth index representative of an extent of damage to the route.

Optionally, the system includes the vehicle controller configured todetermine one or more differences between the designated grades of theroute and actual grades based on the differences between the designatedpower settings of the trip plan and the vehicle-controlled powersettings.

It is to be understood that the above description is intended to beillustrative, and not restrictive. For example, the above-describedembodiments (and/or aspects thereof) may be used in combination witheach other. In addition, many modifications may be made to adapt aparticular situation or material to the teachings of the inventivesubject matter without departing from its scope. While the dimensionsand types of materials described herein are intended to define theparameters of the disclosed subject matter, they are by no meanslimiting and are exemplary embodiments. Many other embodiments will beapparent to one of ordinary skill in the art upon reviewing the abovedescription. The scope of the inventive subject matter should,therefore, be determined with reference to the appended claims, alongwith the full scope of equivalents to which such claims are entitled. Inthe appended claims, the terms “including” and “in which” are used asthe plain-English equivalents of the respective terms “comprising” and“wherein.” Moreover, in the following claims, the terms “first,”“second,”, and “third,” etc. are used merely as labels, and are notintended to impose numerical requirements on their objects. Further, thelimitations of the following claims are not written inmeans-plus-function format and are not intended to be interpreted basedon 35 U.S.C. 112(f), unless and until such claim limitations expresslyuse the phrase “means for” followed by a statement of function void offurther structure.

This written description uses examples to disclose several embodimentsof the inventive subject matter, including the best mode, and also toenable a person of ordinary skill in the art to practice the embodimentsof inventive subject matter, including making and using any devices orsystems and performing any incorporated methods. The patentable scope ofthe inventive subject matter is defined by the claims, and may includeother examples that occur to a person of ordinary skill in the art. Suchother examples are intended to be within the scope of the claims if theyhave structural elements that do not differ from the literal language ofthe claims, or if they include equivalent structural elements withinsubstantial differences from the literal languages of the claims.

The foregoing description of certain embodiments of the presentinventive subject matter will be better understood when read inconjunction with the appended drawings. To the extent that the figuresillustrate diagrams of the functional blocks of various embodiments, thefunctional blocks are not necessarily indicative of the division betweenhardware circuitry. Thus, for example, one or more of the functionalblocks (for example, communication unit, control system, etc) may beimplemented in a single piece of hardware (for example, a generalpurpose signal processor, microcontroller, random access memory, harddisk, and the like). Similarly, the programs may be stand-aloneprograms, may be incorporated as subroutines in an operating system, maybe functions in an installed software package, and the like. The variousembodiments are not limited to the arrangements and instrumentalityshown in the drawings.

As used herein, an element or step recited in the singular and proceededwith the word “a” or “an” should be understood as not excluding pluralof said elements or steps, unless such exclusion is explicitly stated.Furthermore, references to “one embodiment” of the present inventivesubject matter are not intended to be interpreted as excluding theexistence of additional embodiments that also incorporate the recitedfeatures. Moreover, unless explicitly stated to the contrary,embodiments “comprising,” “including,” or “having” an element of aplurality of elements having a particular property may includeadditional such elements not having that property.

Since certain changes may be made in the above-described systems andmethods, without departing from the spirit and scope of the inventivesubject matter herein involved, it is intended that all of the subjectmatter of the above description or shown in the accompanying drawingsshall be interpreted merely as examples illustrating the inventiveconcept herein and shall not be construed as limiting the inventivesubject matter.

What is claimed is:
 1. A system comprising: one or more processorsconfigured to determine vehicle-controlled power settings of a vehicleas the vehicle moves along a route according to a trip plan, the tripplan dictating designated speeds and designated power settings of thevehicle at different locations along the route, the trip plan based ondesignated grades of the route, the vehicle-controlled power settingsare controlled to cause the vehicle to move toward the designated speedsof the trip plan, the one or more processors also configured to identifydifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings at which the vehicle is controlledto cause the vehicle to move toward the designated speeds of the tripplan, wherein the one or more processors also are configured todetermine discrepancies in the designated grades of the route based onthe differences between the designated power settings of the trip planand the vehicle-controlled power settings.
 2. The system of claim 1,wherein the one or more processors are configured to identify the one ormore differences between the designated grades and the actual grades bydetermining whether the one or more differences between the designatedgrades and the actual grades are positive errors or negative errors. 3.The system of claim 1, wherein the one or more processors also areconfigured to determine an amount of correction to at least one of thedesignated grades that will reduce the one or more differences betweenthe designated grades and the actual grades.
 4. The system of claim 1,wherein the one or more processors are configured to determine ananomaly count of the differences between the designated power settingsof the trip plan and the vehicle-controlled power settings, and toidentify an error in a route database that stores the designated gradesof the route responsive to the anomaly count exceeding a designatedthreshold margin.
 5. The system of claim 1, wherein the one or moreprocessors also are configured to determine a route health index basedon the one or more differences between the designated grades of theroute and the actual grades of the route, the route health indexrepresentative of an extent of damage to the route.
 6. The system ofclaim 1, wherein the one or more processors are configured to obtainenvironmental data representative of an ambient condition outside of thevehicle; and to determine whether the one or more differences betweenthe designated power settings of the trip plan and thevehicle-controlled power settings are caused by the ambient conditionbased on the environmental data.
 7. The system of claim 1, wherein theone or more processors are configured to determine an amount of adhesionbetween one or more wheels of the vehicle and the route; and todetermine whether the one or more differences between the designatedpower settings of the trip plan and the vehicle-controlled powersettings are caused by the amount of adhesion.
 8. The system of claim 1,wherein the one or more processors are configured to determine adifference between designated vehicle cargo and actual vehicle cargo;and to determine whether the one or more differences between thedesignated power settings of the trip plan and the vehicle-controlledpower settings are caused by the difference between the designatedvehicle cargo and the actual vehicle cargo.
 9. The system of claim 1,wherein the one or more processors, responsive to determining the one ormore differences between the designated power settings of the trip planand the vehicle-controlled power settings, are configured to one or moreof: schedule inspection of the route; modify the trip plan duringmovement of the vehicle along the route; or update at least one of thedesignated grades of the route based on the one or more differencesbetween the designated power settings of the trip plan and thevehicle-controlled power settings.
 10. The system of claim 1, whereinthe system is configured to control the vehicle for movement along theroute based at least in part on the one or more differences between thedesignated grades of the route and actual grades of the route that aredetermined.
 11. A method comprising: determining vehicle-controlledpower settings of a vehicle as the vehicle moves along a route accordingto a trip plan, the trip plan dictating designated speeds and designatedpower settings of the vehicle at different locations along the route,the trip plan based on designated grades of the route, thevehicle-controlled power settings are controlled to cause the vehicle tomove toward the designated speeds of the trip plan; identifyingdifferences between the designated power settings of the trip plan andthe vehicle-controlled power settings at which the vehicle is controlledto cause the vehicle to move toward the designated speeds of the tripplan; and determining discrepancies in the designated grades of theroute based on the differences between the designated power settings ofthe trip plan and the vehicle-controlled power settings.
 12. The methodof claim 11, wherein identifying the one or more differences between thedesignated grades and the actual grades including determining whetherthe one or more differences between the designated grades and the actualgrades are positive errors or negative errors.
 13. The method of claim11, further comprising determining an amount of correction to at leastone of the designated grades that will reduce the one or moredifferences between the designated grades and the actual grades.
 14. Themethod of claim 11, further comprising: determining an anomaly count ofthe differences between the designated power settings of the trip planand the vehicle-controlled power settings; and identifying an error in aroute database that stores the designated grades of the route responsiveto the anomaly count exceeding a designated threshold margin.
 15. Themethod of claim 11, further comprising: determining a route health indexbased on the one or more differences between the designated grades ofthe route and the actual grades of the route, the route health indexrepresentative of an extent of damage to the route.
 16. The method ofclaim 11, further comprising: obtaining environmental datarepresentative of an ambient condition outside of the vehicle; anddetermining whether the one or more differences between the designatedpower settings of the trip plan and the vehicle-controlled powersettings are caused by the ambient condition based on the environmentaldata.
 17. The method of claim 11, further comprising: determining anamount of adhesion between one or more wheels of the vehicle and theroute; and determining whether the one or more differences between thedesignated power settings of the trip plan and the vehicle-controlledpower settings are caused by the amount of adhesion.
 18. The method ofclaim 11, further comprising: determining a difference betweendesignated vehicle cargo and actual vehicle cargo; and determiningwhether the one or more differences between the designated powersettings of the trip plan and the vehicle-controlled power settings arecaused by the difference between the designated vehicle cargo and theactual vehicle cargo.
 19. The method of claim 11, further comprising,responsive to determining the one or more differences between thedesignated power settings of the trip plan and the vehicle-controlledpower settings, one or more of: scheduling inspection of the route;modifying the trip plan during movement of the vehicle along the route;or updating at least one of the designated grades of the route based onthe one or more differences between the designated power settings of thetrip plan and the vehicle-controlled power settings.
 20. The method ofclaim 11, further comprising controlling the vehicle for movement alongthe route based at least in part on the one or more differences betweenthe designated grades of the route and actual grades of the route thatare determined.
 21. A system comprising: a vehicle controller configuredto determine vehicle-controlled power settings of a vehicle as thevehicle moves along a route according to a trip plan, the trip plandictating designated speeds and designated power settings of the vehicleat different locations along the route, the trip plan based ondesignated grades of the route, the vehicle-controlled power settingsare controlled to cause the vehicle to move toward the designated speedsof the trip plan, wherein the vehicle controller also is configured toidentify differences between the designated power settings of the tripplan and the vehicle-controlled power settings at which the vehicle iscontrolled to cause the vehicle to move toward the designated speeds ofthe trip plan, the vehicle controller also configured to determine aroute health index based on discrepancies in the designated grades ofthe route based on the differences between the designated power settingsof the trip plan and the vehicle-controlled power settings, the routehealth index representative of an extent of damage to the route.
 22. Thesystem of claim 21, wherein the vehicle controller is configured todetermine one or more differences between the designated grades of theroute and actual grades based on the differences between the designatedpower settings of the trip plan and the vehicle-controlled powersettings.